Mechanism for transmitting power from car-axles.



vH. H. TAYLOR. MEGHANISM POR TRANSMITTING POWER FROM GAB. AXLES.

APPLICATION FILED JULY 13,1907. 904,461 Patented Nov. 17, 1.908.

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H. H. TAYLOR. MEGHANISM POR TBANSMITTING POWER FROM GAR AXLES.

APPLICATION FILED JULY 13,1907. NOV.

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H. H. TAYLOR.. MEOHANISM FOR TRANSMITTING POWER. FROM GAR AXLES.

.APP UA IONF 904,461. H T ummm 19? Patented Nov.17,19o8.

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HORACE H. TAYLOR, OF SAN JOSE,

CALIFORNIA, ASSIGNOR OF ONE-HALF TO HIMSELF AND ONE-HALF TO FRANK J. MAYHEW, CF SAN FRANCISCO, CALIFORNIA.

MECHANISM FOR TRANSMITTING POWER FROM: CAR-AXLES.

To all whom fit may concern:

Be it known that I, HORACE H. TAYLOR, a citizen of the United States, residing at San Jose, county of Santa Clara, State of California, have invented certain new and useful Improvements in Mechanism for Transmitting Power from Car-Axles, of which the following is a specification, reference being had to the accompanying drawings.

rIhis invention relates to mechanism for transmitting power from car-axles.

As is well known, the body of a railway car has a great variety of motions relative to its trucks. The car-body may maintain its vertical position and swing toward one side or the other as if about a vertical axis, it may maintain perfect longitudinal alinement and rock toward one side or the other, or one end of the car-body may rise or fall independently of the other. It is evident, too, that the body of the car may have at one time all of the three relative motions indicated, or any combination of the same.

It is the principal object of my invention to provide new and improved mechanism by which power may be transmitted from theV rotating' car-axle to machinery in the body of the car quite irrespective of the relative motions between such aXle and car-body.

Another object of my invention is to provide such a mechanism Awith means by which the speed of rotation of the driven member in the car may be automatically regulated.

A further object is to improve generally t-he construction and operation of mechanism of this character.

I accomplish these objects by the means illustrated in the drawings and hereinafter described.

That which I believe to be new will be set forth in the claims.

In the accompanying drawings Figure 1 is an end elevation of my transmission mechanism applied to a car. Fig. 2 is a side view, partly in section, of the parts shown in Fig. 1, with one side of the supporting frame inside the car removed, and showing` also my speed vregulating' mechanism with one of the weights and a spring broken away. Fig. 3 is a detail, being taken at line 3 3 of Fig. 1. Fig. 4L is a detail, being a cross-section taken at line A A of Fig. 1. Fig. 5 is a plan view, partly in section, of the parts shown in Fig. 2, the upper Specification 0i Letters Patent.

Application led July 18, 1907.

Patented Nov. 17, 1908.

Serial No. 883,627.

portion of the supporting frame inside the car being removed.

Referring to the several figures of the drawings, in which corresponding parts are indicated by like reference characters, 10 indicates the body of the car of ordinary construction supported in any suitable manner above an ordinary truck. The axle and wheels illustrated are indicated by 11 and 12, respectively.

13 indicates two similar semi-cylindrical parts which compose a friction sleeve for the axle 11. As best shown in Fig. 1, each part 13 is provided at each end with two perforated ears 1A by which the parts are adapted to be securely bolted together about the axle.

15 indicates two similar semi-cylindrical parts which compose a second sleeve the inside diameter of which is somewhat greater than the outside diameter of the body of the sleeve 18. The parts 15 are likewise bolted together around the sleeve 13 by means of perforated ears 16. The inside surfaces of the sleeve 15 and the outside surface of the sleeve 13 may be provided with any suitable covering to produce the necessary frictional engagement between them, as will be explained hereinafter. The sleeve 15 is provided on its periphery with a sprocket gear 17.

18 indicates the floor of the car.

19 indicates an inverted Ushaped channel iron frame, the web of which is turned at right angles at each end and secured by screws 20 to the floor 18.

21 indicates a triangular e shaped plate with two edges turned at right angles to its face, one turned edge being secured by screws to the Hoor and the other turned edge being secured by rivets to the adjacent flange of the channel iron frame, one such plate being provided at each side of the frame 19. The frame 19 is provided at each side with two vertical slots 9.2-23, to receive the slidable frame hereinafter described.

2A indicates a channel iron, the flanges of which at each end are brought together so as to permit the part 24 to slide freely np and down in the slots 22.

25 indicates a Tiron the ends of the vertical web of which are adapted to slide freely up and down in the slots 23.

26 indicates two journal-boxes each having formed with it an-d extending upward and downward from its upper and lower faces, respectively, short T-irons 27 and 28, each set of parts 26, 27 and 28 together forming a column which is interposed between the T-iron 25 and channel iron 24, being secured to suoli parts by bolts, as shown, or otherwise.

Referring to Figs. 2 and 5, 29 indicates an arc-shaped horizontally-elongated journal-box in like manner provided with irons 27 and 28 and secured between the parts 24 and 25. lt will thus be seen that parts 24 and 25, with the three vertical columns secured between them, constitute a rigid frame adapted to slide freely up and down with reference to the frame 19.

The journal-boxes 26 are provided with bearing-blocks 30, in which is journaled a short shaft 31 upon which is keyed a sprocket-gear 32.

33 indicates a bearing-block in which is journaled one end of a shaft 34, the other end of which is connected with the shaft 31 by means of a universal joint The bearing-block 33 is adapted to slide horizontally freely from end to end of the journal-box 29, as will be readily understood. Slidingly mounted upon the shaft 34 so as to rotate therewith is a gear 36.

37 indicates an opening in the floor 18 through which passes a sprocket-chain 38 passing around sprocket-wheels 17 and 36.

Referring to Fig. 1, 39 indicates a plate resting upon the horizontal flanges of the channel iron 19. 40 indicates a bolt which passes through suitable openings in the web of the channel iron 19 and through the plate 39, being held in position by nuts 41. Mounted on the bolt 40 and supported by its head is a cap 42, upon which is seated a coiled spring 43 upon which in turn rests another cap 44. 45 indicates two rods passing through the caps 42 and 44, the lower` ends being provided with holes through which pass pins or rivets 46 which also pass through suitable holes in the iianges of the channel iron 24, and the upper ends of said rods being screw-threaded and provided with nut-s 47. ln the construction shown, I have provided four springs 43 each mounted in the manner described.

From the foregoing description, it will be seen that the springs 43 serve to keep the s lidable frame which carries the shaft 34 drawn up toward the top of the frame 19. The chain 38 is thus kept tight so that the outer friction sleeve 15 is caused to bear firmly upon the inner friction sleeve 13. Thus when the car is moved, power is transmitted due to the frictional engagement of the sleeves 13 15, through the chain 38 to the gear 36 and shaft 34, through the universal coupling 35 to the shaft 31 and gear 32, the power transmitted varying with the force with which the springs 43 hold the friction sleeves 13 and 15 in engagement. The tension of the springs 43 may be regulated by means of the nuts 41 and 47. lt is desirable that the springs 43 be capable of a very great degree of compression, and thatthe nuts 41 and 47 be in such position that the springs are normally held considerably compressed. The springs are thus capable of keeping the chain 38 tight no matter how near the axle 11 and gear 17 may come to the car body under ordinary circumstances, and at the same time are sufficiently conipressible to permit any ordinary motion of the car-body relative to its trucks without danger of breaking any of the parts.

lt will be readily understood that when the car is being run upon a curved track, or whenever the car-body for any reason has a motion relative to the truck as if about a vertical axis, the bearing-block 33 will slide toward one end or the other of the journalbox 29, thus keeping the gear 36 practically directly over the gear 17. lt will be understood that when the car lurches to one side or the other, the gear 36 is free to slide upon the shaft 34, thus keeping the gears 17 and 36 in alinement. ln a word, no matter what position the car-body may have with reference to the axle 11, the chain 38 is kept tight and the gear 36 is kept in proper working position with relation to the gear 17.

Referring now to my improved means of regulating the speed of rotation of the shafts, 48 indicates a shaft journaled in standards 49 and 50, the same being of any suitable construction and secured in any suitable manner to the floor of the car. 52 indicates a gear keyed on the shaft 48 in alinement with gear 32, and 53 indicates a sprocket chain passing around gears 32 and 52.

54 indicates a sleeve keyed upon the shaft 48 and having formed integral with it, in the construction shown, a plate 56 indicates another sleeve slidingly mounted on the shaft 48 so as to rotate therewith. The plate 55 is divided at its ends, and, as shown in Fig. 5, each such division is provided with a rearwardly-extending ear 57. Pivoted between these ears 57 are two bell-crank levers 58 provided at one end with weights 59 and at the other end terminating in yokes 60. The ends of the yoke are slotted, and are secured to the sleeve 56 by pins 61. In Fig. 2, one of the weights 59 and the end of its lever 58 aie removed to better show the parts just described.

62 indicates a coiled spring connecting the free ends of the levers 58 and tending to h'old such levers in parallel position, the spring 62 being also omitted from Fig. 2.

62ALL indicates a standard secured in any suitable manner to the floor of the car, said standard being provided with bearings 63 and 64 for the rock-shaft 65.

66 indicates an arm secured by means of a l the amount of the set-screw upon the upper end of the shaft 65, the free end of such arm being engaged by a suitable groove 67 in the sleeve 56 whereby the shaft may be rocked by a movement of the sleeve 56 along the shaft 48. The lower end of the shaft 65 is provided with another arm 68 non-rotatably mounted upon it.

Referring now to Fig. 1, G9 indicates two brackets suitably secured to the floor. Between them is pivoted a bell-crank lever 70, the horizontal arm of which is connected to lthe T -iron of the slidable frame by means of a hoch 71 which passes through a suitable opening in the T-iron and is pivotally secured to such horizontal arm of the lever 7 0. ln F ig. 2, the brackets 69 are removed for clearness of illustration. The end of the vertical arm of the lever 70 is pivotally attached to a rod 72, the other end of which rod is pivotally attached to Vthe free end of the arm G8. As shown in Fig. 5, the rod 72 is slotted at the point where it is connected with the arm G8, providing for a limited amount of play between such arm G8 and the rod 72. 73 indicates a turnbuclrle by which the length of the rod 72 may be varied and play due to the slot regulated.

Turning now to the operation and regula tion of the parts so far described, it will be understood that as the shaft- 48 is rotated through the chain 53 from the shaft 31, the weights 59 will have a tendency, due to centrifugal force, to fly away from the shaft 48 against the action of the spring 62 and force the sleeve 56 toward the sleeve This motion also carries the arm 58 toward the sleeve 54, causing the arm 68 to move toward `the shaft 48. @wing to the spring G2 connecting the weighted levers 58, and to the play resultant from the slot in the end of the rod 72, the movement of the levers 58 and weights 59 does not at a very low speed of the driven shafts have any eifect upon the rod 72, but when the levers 58 diverge still more due to higher speed of rotation, either because of higher speed of rotation of the axle, or because of the temporary tightening of the chain 38 on account of the swinging ot the car-body upon its trucks, the arm 68 draws the rod 72 toward the shaft 48, moving the bell-crank level 70 and drawing down against the action of the springs 43 the slidable frame carrying the shafts 31 and 34, thus loosening the chain 38 and lessening the friction between the friction sleeves 13 and 15, whereby the speed of rotation of the driven shafts is immediately diminished. lt will be understood that the speed of rotation of the shaft 48 being thus diminished, the centrifugal force of the weights 59 is likewise diminished, permitting the springs 43 to again expand to a limited extent before their force is again counteracted by the centrifugal force of the weights 59. lt will be found that my governor device is so responsive to any tendency to an increase in the speed of rotation that the ultimate result is to cause a practically even uniform rotation at the speed desired, dependent upon the normal degree of pressure of the springs 43 as regulated by the nuts 41 and 47.

As above stated, the result of the slot in the end of the rod 72 is that the levers 58 may diverge to a limited extent without affecting the springs 43. lf this play were not provided, the rod 72 would prevent the expansion of the springs 43 necessary to take up the slaclr in the chain 38 when that part of the car-body carrying the gear 36 moved nearer to the end of the axle 11 carrying the gear 17, as before explained. By means of the turnbuclrle 73, the extent of this play may be varied to suit the normal degree of compression of the springs 43 as regulated by the nuts 41 and 47 to provide for the predetermined desired speed of rotation of the driven shafts.

It is necessary, of course, to provide means by which the train of mechanism inside the car may be thrown out of operation when the car is being moved empty, for example, or at any other suitable time. I have accomplished this object by means of a device for drawing the rod 72 toward the shaft 48 and locking it in such position, the extent of such movement of the rod 72 being sutiicient to draw the slidable frame carrying the shafts 31 and 34 down so that the chain 38 is under all circumstances loose, thus preventing operative frictional engagement between the friction sleeves 13 and 15.

74 indicates a stop suitably secured upon the rod 7 L..

75 indicates a bell-crank lever mounted on a pivot-pin 7 (3 secured to the floor of the car in any suitable manner. @ne end of the lever 75 is forked to receive the rod 72 and to bear against the stop 74 whereby the rod 72 may be given a longitudinal movement by the lever 75 beingl turned, as will be readily understood, upon its pivotpin 7 G. The other end of the lever 75 is pivotally attached to one end of a rod 77, the other end of which is attached to one arm of a second bell-crank lever 78 which is mounted on a suitable pivot-pin 79. The other arm of the lever 78 projects through a suitable opening' in the side wall of the car and is adapted to be locked in any of a plurality of different positions to a rack 80 suitably secured in position. The arm of the lever 78 that projects from the car is provided with a suitable handle 81. l have shown this arm locked to the rack 8O by means of a padlock 82, and this is the manner I prefer for locking the arm in position, although any suitable locking means may be employed, as will be understood.

By the arrangement of parts just described, it is evident that by a movement of the handle Sl in the direction indicated by the arrow in Fig. 5 the rod 77 will be drawn toward the side of the car, turning the bellcrank lever 75 and drawing the rod 72 toward the shaft 4:8, in which position it is adapted to be held by the insertion of the padlock 82 in the appropriate hole in the rack SO. Thus the springs 113 are held coinpressed, the chain 38 is loosened, and no power can be transmitted from the axle through the friction sleeves 13 and 15.

IVhile I have described my invention in connection with a railway car, it will be understood that it is adapted to be applied to any sort of car where it is necessary to provide against the various relative motions described between the car body and the rotating axle, and I do not wish to restrict myself to its use in connection with railway cars.

Although I have shown my device equipped with sprocket gears and chains throughout, it will be understood that I do not desire to limit myself strictly to the use of such positive driving means, but that any suitable endless belt driving` mechanism may be employed.

What I claim as my invention and desire to secure by Letters Patent is l. In a device o f the class described, the combination with a rotatable axle, a carbody supported therefrom, and a friction driving pulley loosely mounted thereon, of a shaft yieldingly-supported on said car-body, means tending to force said shaft away from said axle, a pulley on said shaft in alinement with said first-named pulley, an endless belt vpassing around said pulleys and causing operative frictional engagement between said driving pulley and said axle, and

means for forcing said shaft towards said axle.

Q. In a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, a sleeve non-rotatably mounted thereon, a second sleeve loosely surrounding said first-mentioned sleeve, and a gear on the periphery of said second sleeve, of a shaft yieldingly-supported on said car-body, means tending to force said shaft away from said axle, a gear on said shaft in alinement with said firstnamed gear, and a sprocket chain passing around said gears.

3. In a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, a sleeve nonrotatably mounted thereon, a second sleeve loosely surrounding said first-mentioned sleeve, the outer and inner surfaces respectively of said first and second-mentioned sleeves being provided with suitable friction facings, and a gear on the periphery of said second sleeve, of a shaft yieldingly supported on said car-body, means tending to force said shaft away from said axle, a gear on said shaft in alinement with said firstmentioned gear, and a sprocket chain passing around said gears.

et. The combination with a shaft, a sleeve non-rotatably mounted thereon, a second sleeve loosely surrounding said first-mentioned sleeve, and a pulley on the periphery of said second sleeve, of a counter-shaft movable toward and away from said rst-mentioned shaft, means for moving said countershaft, a pulley on said counter-shaft, an endless belt passing around said pulleys, and yielding means tending to hold said shafts a distance apart.

5. In a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a drivingpulley mounted thereon, of a frame mounted in said car-body above said axle, a vertical slot in each side of said frame, a second frame slidable up and down in said slots, y

yielding means tending to force said slidable frame upward, a shaft journaled in said slidable frame, a pulley on said shaft, and an endless belt passing around said pulley and said driving-pulley.

6. In a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a drivingpulley mounted thereon, of a frame mounted in said car-body above said axle, a second frame slidable up and down in said firstmentioned frame, a bolt depending from said fixed frame, two caps on said bolt, a coiled spring interposed between said caps, a plurality of rods passing through said caps and having nuts screw-threaded on their Lipper ends and having their lower ends secured to said slidable frame, a shaft journaled in said slidable frame, a pulley on said shaft, and an endless belt passing around said pulley and said driving-pulley.

7. In a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a driving gear mounted thereon, of a shaft yieldinglysupported on said car-body, means tending to force said shaft away from said axle, a gear slidingly-mounted on said shaft so as to rotate therewith, and a chain passing around said gears.

8. In a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a driving gear slidingly-mounted on said axle, of a shaft yieldingly-supported on said car-body, means tending to force said shaft away from said axle, a gear slidingly-mounted on said shaft so as to rotate therewith, and a sprocket chain passing around said gears.

9. In a device of the class described, the

body supported therefrom, and a driving gear mounted on said axle, of a frame yieldingly-supported on said car-body, means tending to force said frame away from said axle, a shaft journaled in said frame, a universal-coupling secured to said shaft, a horizontally-elongated journal-box mounted in said frame opposite said universal-coupling, a bearing-block slidable horizontally in said journal-box, a secondshaft having one end secured to said universal-coupling and having its other end journaled in said bearingblock, a gear mounted on said second-named shaft so as to rotate therewith, and a sprocket chain passing around said two gears.

l0. In a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a driving gear mounted on said axle, of a frame yieldingly supported on said car body, means tending to force said frame away from said axle, a shaft journaled in said frame, a universal-coupling' secured to said shaft, a horizontally-elongated journal-box mounted in said frame opposite said universal-coupling, a bearing-block slidable horizontally in said journal-box, a second shaft having one end secured to said universal-coupling and having its other end journaled in said bearingblock, a gear slidingly-mounted on said second-named shaft so as to rotate therewith, and a sprocket chain passing` around said two gears. v

ll. fn a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a frictional driving gear loosely mounted thereon, of a shaft, a spring supporting said shaft in said car-body, a gear on said shaft, and a sprocket chain passing around said gears and holding the shaft down against the force of said spring whereby the spring tends to tighten the chain.

l2. ln a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a frictional driving gear loosely mounted thereon, of a shaft, a spring supporting said shaft in said car-body, a gear on said shaft, and a sprocket chain passing around said gears and normally holding the shaft down against the force of said spring, said spring being adapted to yield still further, whereby the spring tends to keep the chain tight while permitting movement of the shaft in either direction from its normal position with relation to the said axle.

13. In a device of the class described, the combination with a rotatable axle, a car-body supported therefrom, and a frictional drivand a sprocket chain combination with a rotatable axle, a caring gear loosely mounted thereon, of a shaft, compressible coiled spring supporting said shaft in said car-body, a gear on said shaft, passing around said gears and holding the shaft down in such a position that the coiled spring is partially compressed, said spring being adapted to be still further compressed.

let. ln a device of the class described, the combination with a rotatable axle, a car-body supported therefrom, and a frictional driving pulley loosely mounted thereon, of a shaft yieldingly supported on said carbody, means tending to force said shaft away from said axle, a pulley on said shaft, an endless belt passing around said pulleys and causing operative frictional engagement between said driving pulley and said axle, and means adapted to force said shaft to a position at which the endless belt shall be loose, thus eliminating' the frictional engagement between said driving pulley and said axle.

l5. fn a device of the class described, the combination with a rotatable axle, a car-body supported therefrom, and a frictional driving pulley loosely mounted thereon, of a shaft yieldingly-supported on said cai'- body, means tending to force said shaft away from said axle, a pulley on said shaft, an endless belt passing around said pulleys and causing' operative frictional engagement bctween said driving pulley and said axle, means adapted to force said shaft to a position at which the endless belt shall be loose, thus eliminating the frictional engagement between said driving pulley and said axle, and means for locking said shaft in said last-named position.

16. In a device of the class described, the combination with a rotatable axle, a car-body supported therefrom, and a frictional driving pulley loosely mounted thereon, of a shaft yieldinglysupported on said carbody, means tending to force said shaft away from said axle, a pulley on said shaft, an endless belt passing around said pulleys and causing operative frictional engagement between said driving pulley and said axle, and centrifugally-operated means adapted to force said shaft toward said axle and to reduce the frictional engagement between said friction pulley and said axle.

17. In a device of the class described, the combination with a rotatable axle, a car-body supported therefrom, and a frictional driving' gear mounted loosely thereon, of a shaft, a spring supporting said shaft in said carbody, a gear on said shaft, a sprocket chain passing around said gears and causing operative engagement between said axle and said frictional driving gear, and a centrifugal governor device tending to force said shaft toward said axle against the action of said spring reducing the frictional engagement between said friction gear and said axle.

18. In a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a frictional driving gear mounted loosely thereon, of a shaft, a spring supporting said shaft in said car-body, a gear on said shaft, a sprocket. chain passing around said gears and causing operative engagementbetween said axle and said frictional driving gear, and a centrifugal governor device operated from said shaft and tending to force said shaft toward said axle against the action of said spring reducing the frictional engagement between said frictional gear and said axle.

19. ln a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a frictiona-l driving gear loosely mounted thereon, of a shaft, a spring supporting said shaft in said car-body, a gear on said shaft, a sprocket chain passing around said gears and normally holding the shaft down against the force of said spring, said spring being adapted to yield still further, whereby the spring shall tend to keep the chain tight while permitting movement of the shaft in either direction from its normal position with relation to said axle, means for varying the normal tension of said spring, a centrifugal governor device, and a connection between said shaft and said governor device whereby the governor device tends to force said shaft toward said axle against the action of said spring, said connection permitting a certain amount of play between said shaft and said governor device.

20. ln a device of the class described, the combination with a rotatable axle, a carbody supported therefrom, and a frictional driving gear loosely mounted thereon, of a shaft, a spring supporting said shaft in said car-body, a gear on said shaft, a sprocket chain passing around said gears and normally holding the shaft down against the force of said spring, said spring being adapted to yield still further, whereby the spri shall tend to keep the chain tight while pei.- mitting movement of the shaft in either direction from its normal position with relation to said axle, means for varying the normal tension of said spring, a centrifugal governor device, a connection between said shaft and said governor device whereby the governor device tends to force said shaft toward said axle against the action of said spring, said connection permitting a certain amount of play between said shaft and said governor device, and means by which the amount of said play may be varied.

21. rlhe combination with a shaft, a sleeve non-rotatably mounted thereon, a second sleeve loosely surrounding said first-- mentioned sleeve, moans at each end of said first-named sleeve for preventing said second-named sleeve from being removed endwise therefrom, and a pulley on the periphery of said second sleeve, of a counter-shaft movable toward and away from said firstmentioned shaft, a pulley on said countershaft, an endless belt passing around said pulleys, yielding means tending` to hold said shafts a distance apart to keep said belt tight, and means for moving one of said shafts towards the other to loosen said belt.

22. The combination with a shaft, a divided sleeve non-rotatably mounted thereon, a second divided sleeve loosely surrounding said first-mentioned sleeve, and a pulley on the periphery of said second sleeve, of a counter-shaft movable toward and away from said first-mentioned shaft, a pulley on said counter-shaft, a belt passing around said pulleys, yielding means tending to hold said shafts a distance apart to keep said belt tight, and means for moving one of said shafts towards the other to loosen said belt.

HORACE H. TAYLOR.

-\"Vitnesses z VILLIAM H. DE BUsii, MINNIE A. HUNTER. 

